A cobpoeation



LMSASQ Feb, 22, 1927.

G. F. KETTERING ET AL VEHICLE Filed April l5, 1922 8 Sheets-Sheet l C. F. KETTERING ET AL v VEHICLE Filed April l5, 1922 3 smell-,5-5mm 2 Sm w N. mv: H

LMSBQ Feb. 22, i952?,

C. F. KETTERFNG ET AL wiEHIcLE Filed April 15, 1922 8 sheets-sheet 5 ld//fneisejf LGSABQ Feb 22 192?" c. F. KETTERING ET AL,

VEHICLE Filed April l5, 1922 5 Sheets-Sheet 4 LMSABQ Feb?. 22, i927..

C. F. KETTERING ET AL VEHICLE y fha-5,595.1 /-afs Feb. 22,1927. 1,618,439

F. KETTERING ET AL VEHICLE l Filed April 15, 1922 s sheets-sheet 'e LMBSQ Feb. 22, 1927.

C. F. KETTERING ET AL VEHICLE Filed April l5, 1922 znesses Feb. 22, 1927. l,68,439

C. F. KETTERING ET AL VEHICLE Filed April 15, 1922 a sheesshef; s

Patented Feb. 22, 1927.

ist

CHARLES E". KEQTERNG AND CEARLE?, E. SEEGRT, 0F DAYTON, OHIO, ASSIGNORS ,T0

GENERAL MGTORS F DELAWARE.

ATON, 0F DAYTON, OHOyA COBJPORATVON VEHCLE.

rlhe present application relates to chassis of motor vehicles and especially to the running gear oi such vehicles.

Among kthe objects ot' theinvention are tov lighten such chassis, lessen their cost oli production and upkeep, and at the same time provide improved riding qualities and roadibility.

Another object is the incorporation in such chassis ot' teaturespermitting the reduction in weight and cost oic the bodies to be used upon them.

Further objects and .advantages ot the present invention will be apparent trom the following description, reference being had to the accompanying drawings, wherein a pr terred :torm ont embodiment ot the present invention is clearly shown.

ln the drawings;

Fig. 1 is a plan view ot the chassis.

Fig. 2 is a side elevation ot the chassis illust ated in Fig. 1.

F is a plan view o1' the right front spring bracket and spring.

l? 1g. Ll is an elevation of ing the spring attachment.

Fig. 5 is a section on line 5"-5 of Figs. 3 and -1 through the front axle and Yfront end o1 one ot' the springs showing` the method ot attaching the spring to the axle.

' Fig. 6 is a section on line 6 6 ot Fig. l1 tln'ough the point ot attachment at the rear end of the front spring.

Fig. 7 is an elevation of the lett front bracket and spring.

Fig. 8 is a detail in elevation showing the mounting ot' the steering gear on the lett front spring bracket.

l? 9 is a plan view ot the lett iront spring` bracket.

Fig. 10 is a side elevation of the same.

Fig. 11 is a iront end elevation of the saine.

ll'ig. 12 side elevation of the clamp securing the steering gear to the spring b acl-i et.

"";. 13 is a plan view ot this clamp.

14, is a perspective view oi' the rear end oiI the chassis showing the rear springs and rear axle in position, certain parts havingr been omitted for the salte of clearness.

Fig. 15 is a view showing the position assinned by the spring when it drops below its normal position.

the saine show is o , tion is showny most nearly complete Application tiled April 15, 1.922. Serial No. 553.075.

16 is a view similar to Fig. 15 but showing the position assumed by the spring when raised to the extreme position above its normal position.

Fig. 17 is an enlarged detailk of part ot the. subjectmatter shown in 15 and y16.

Figzf18 is a vertical section taken upon a plane indicated by the lines 33%33 Fig. 17.

Fig. 19 is an enlarged detail showing the attaching ot the rear end of' the rear'spring to the axle.

Fig. 20 is a side elevation of the brake supporting member forming one end of the rear axle housing.

Fig. 21 is a plan view ofthe same.y

rlhe chassis comprising` the present invenin Figs.

1 and 2.

ln these ligurevs the wheels are indicated at 100 mounted upon a front axle 101 and a rear axle 102, the trarne being mounted upon the axles 101 and 102 by meansot quarterelliptio springs indicated in Figs. 1 and 2 by the numeral 105 and 110 respectively and to be more particularly hereinafter described.

Mounted upon thetrame asidescribed below are the power plant, designated as a whole by the numeral 120, the steering` gear, designated as a whole by the numeral 125, the battery 130, the running boards 131 and the gasoline tank and body. the latter two elements not being shown inFigs. 1 and 2.

The power plant consists preferably of a unit plant such as is described in copending application Serial No. 553,938, filed April 17, 1922 in the name of Charles F. Ketter ing and Charles R. Short. However, for many purposes any suitable power plant ineludingl transmission and controls may be used with the present chassis and still be Iwithin the scope of the present invention.

the two brackets being rigidly secured upon 135 are, as stated above, rigidly secured to the front spring brackets by welding or otherwise and the latter are provided with portions to which the cranircase of the engine forming a portion of the power plant,

may be securely bolted and permit the crank- -being bolted to the under portion of the case vto take the placeof a second cross meniber for the frame. This arrangement is shown mostclearly in Fig. 1.

By this arrangement of tubing and utilizing broad strong feet upon the engine crankcase, it will be seen that the frame with the engine in position vconstitutes a relatively rigid platform support upon which may be secured the body. Further, on account of the substantial freedom of the frame from twist-ing, and twisting stresses being resisted bythe cross member 13G rigidly secure-d tothe side members and the c 1ankcase bolted to the front spring brackets with a broad supporting surface; much lighter body construction can be used than is the custom. In the ordinary construction, the body must be strongenoug'h to brace the frame.

In -order toforin `a front lextension of the 'frame for the lpurpose of additionally supporting the front end of vthe engine. and in order `to furnish means for supporting the hood and the front end of the engine cover, sheet metal members 137 are riveted or otherwise secured Ato the frontspring brackets in such manner as to extend forward substantially in line with the tubular members as shown clearly in Fig. 1.

The frontends of members 137 are connected by means of a sheet metal cross member 138 providing support for the front end ofthe engine crankcase and also providing additional support for the hood structure (not shown).

'The frame also includes a Cross tie member 1453, which member is secured at its ends by front spring bracket in the manner indicated in Fig. 2. This cross member serves to tie the frame together at this point when the engine has been removed and adds additional strength and rigidity to the frames.

The Vframe is also provided with a cross member 1115 furnishing means for supporting lthe muflier pipe 146 and the battery 130 as is most clearly shown in Fig. 1.

As shown in Figs, 3 and e'-, the rear ends of tubular members 135 are provided with tubular extensions 150 secured over the ends lbrackets secured to'side members 135 in p any suitable fashion as by riveting or bolting.

As stated above the spring brackets front and rear furnish not only points lof attacli- Y ment of springs but also Vfurnish points .of attachment of the cross member 136 and the ciankcase of the engine, which latter acts as a secondV cross member. rlhe front spring brackets are shown more clearly in Figs. 3, 1, 7 and 8 to 13 inclusive. i

@n these lioures, Figs. 3 andv l illustrate the right front spring bracket 1 ?3 while the other figures mentioned illustrate the left front spring bracket 174. These two brackets are exactly the same'except that they are made in rights and lefts and ei;-v cept for the fact that the left spring bracket 17stis provided with means for supporting the steering rllhe right .front spring stated above shown most bracket 173 is as provided with a tubular portion intwo sections for the purpose of being able `to mere securely fasten side member 135 tlierein, which tubular portion is attached to `a web portion 161 extending downward `and :forward thereof and the latter is provided with transverse webs 162 for the purpose of strengthening the bracket and these cross webs 162 with a portion of the web 161 merge intoand brace the upper spring pad 163. wWeb 161 and a transverse web 162L merge into and brace the lower spring pad 164C. rlhe lower pad 16d extends in a for-y ward direction to point immediately below the extreme front end of pad 163 and both of these pads are provided with holes for suitablel bolts 165 which secure the spring 105 iii place. Pad 164 is also provided with a eouiitersunk hole 166 through which extends bolt 167 for the purpose of securing the extreme rear end of thespring to the bracket. The oouiitersunk portion is provided to accommodate a raised boss 16S upon the lower side of the rear end of the lowermost leaf 169 ot' the spring.r This arrangement is shown most clearly in Fig. 6 and the object of the arrangement to permit the bracket through this countei'sink and projection to take the end thrust upon the spring. Y

The spring bracket is also provided at its upper side with a -tlat sidewise projecting pad 170 furnishing a support for and to which may be secured the engine cranlrease clearly in Figs. 3` and 4: and will be seen to consist of a casting its forward end.

1 spring.

as indicated in Fig. A1, the crankcase being secured thereto by suitablebolts projecting through holes 171 provided'in this pad 170.

The front springs 105, shown most clear- -ly in Figs. 8, 4 and 7, are identical and are secured to the front axle and to their respective brackets by means which are identical so that only one will be described.

The spring consists Ot a number of leaves as is indicated in the three figures mentioned, which leaves are secured together in the usual manner by means ot' U-members 175.` The leaves are graduatedin length from the bracket forward in the usual man ner,'and are also graduated in length at the butt end as is indicated in Figs. t and 7. The purpose of this graduation or tapering at the but-t end is to eliminate useless inaterial thereby reducing the Weight ot the spring or permitting the use ot' the saine weight of material in a more advantageous manner. is provided near its ends on its underside with the projection 168 mentioned in con-V nection with Fig.A 6 and With another pro- ]ection 176, shown more clearlyin Fig. 5, as

tended te be accommodated in suitable depressions such as the countersink 166 in the bracket and a depression 177 in the front axle 101 in order to take Care of the end thrust upon the spring, occasioned by the front wheels striking obstructions when the vehicle is in motion. The second leaf 169 is also securedfat its rearward end by means oli' the saine bolt that secures the lirst leaf. as indicated in Figs. 4 and 6 but is shorter at its 'front end than the lirst leaf.

The front end of the spring is secured to the front axle-101 by means' oic U-bolt 178 which extends through suitable holes in the axle, the spring beingiorced against the axle by means ot a small su istantially semi.- circular block 17 9 which tits in the curve of the U-bolt and presents its flat race te the rhis block 179 is provided on its flat side With a cut-away portion so as to hold doivn the end ot' the second leatl and yet permit the end of the second leaf to slide thereunder Wit-h :flexing of the spring.

rlhe only substantial difference between the tivo front spring brackets lies in the tact that the lett bracket (see Figs. 9 to `18) is provided with means for supporting the steering gear 19.5. 1n this left bracket the upper springl pad 108 has integral therewith one hallc ot' a tubular clamp member 185 'tor receiving the steering arm housing portion Q00 o't the steering gear housing. The other halt ot this clamp is illustrated in Figs. l2 and 18 and consists ot a semi-cylindrical portion corresponding to the semicylindrical portion integral with the spring bracket and has a boss 188 provided with a bolt hole for attachment to the boss The lower leaf 169 vof the spring- These projectionsare in- .187 which is also provided with suitable bolt hole and has at its other side 4a lug` or projection 189. The projection 189 is intended to be inserted into the space between t-..e head et one of the bolts 165 and the iront ot web 190 on the spring bracket asindicated in Fig. 11. Therefore, when the steering gear is inplace it is securedV by means of a single bolt projecting through lugs 1 7 and 188. The assembly of the tubular side irame member 185, the lett front spring bracket 171, the front extension frame member 187, lett front spring 105 and steer-ing gear 125 are shown clearly in perspective in Figs. 1 and 2. 1t will be noted that the portion of the steering gear housing serving as a bearing for the steering arm projects through the `extension member 187.

As described above, the tubular side trame members 185 extend through suitable tubular portions of the rearspring brackets 2419 and the la' ter are securely fastened tothe -former by Welding or otherwise.

These rear spring brackets differ considerably from the iront spring brackets but both the right and leit brackets are identical but opposite, one et said brackets being shown in Fig. 14, from which it will be noted that the bracket is provided with a "l-shaped tubular portionL of which the cross arm el: the 'l' is indicated at 250 and the stem is indicated at 251.

The side trame member 185 extends through the tubular portion 250` and the cross frame member 186 extends int-o and is secured in the stem portion ot' the tubular passage 951, the parts being commonly secured together' by Welding.

Integral with the tubular portions 250 and i251 is a depending stirrup 255 adapted to receive and support the butt end ot the rear Spring 110. This stirrup is provided at its Jfront end, that is, the front end ot' the bracket as positioned on the frame, with a short up V7ardly .projecting Web 256 as a re-l iniiorcement. f

The bracket is also provided with a pad 257 which is seated upon the upper side ot spring 110 and whichl is provided Wfith holes 'tor bolts 258 which secure the spring to the Vl'nacketand incidentally against lateral movement of the bracket.

rl`he rear spring is similar in construction to the trent spring with the exception that the second longest leatl does not extend sonearly the tull length ot the longest leaf as is the case with the front spring. Another point et' diiierence is that the U-bolts used to keep the leaves together are not required upon the rear springs by reason of an additional element being used tor another purpose but ansivering'the purpose also of the U-bolts 175. Other differences are in the length and flexibility of the front and rear springs.

lili

The rear end of the rear spring 110 is secured to a special formro'f spring pad 280 integral with a casting forming the end of therear axle housing. This sliuing pad is shown in Figs. 14 to ,16, and 26 to 21, and will be more particularly described hereinafter.

Figs. 1e, 15 and 16 of the lower leaf 265 of the spring is secured to pad 28() by means of a suitable bolt 266 extending therethrough and through the springrpad and secured by means of suitable nuts.

*The bolt 266 also serves to hold rigidly to theend of the spring and to the axle. a member 267 which in the form shown is a relatively thin and strong sheet metal chan- Vnel shaped member extending from the eX- treme rear end of the spring 110 to a point in'imediately back of the pad 257 on the spring bracket. This member is preferably of the Vform shown in 14 to 16, and has its edges turned back as indicated at 2681601 the purpose of increasing the stiffness of the member. This channel member is preferably constructed of a tough alloy steel such as molybdenum steel. V

The forward end of member 267 nearest the spring bracket is not attached directly to the spring but is attached through a spring yoke 269, the upper end of the spring yoke 269 being attached to the member 267 andl the lower end through Vplate 270 being bolted to the spring by means of bolts 258 and serving as a cross plate through which bolts 258 secure the spring to springvv pad 257.

The plate 270 has attached integral therewith the ears or lugs 271 to which are riveted or otherwise secured springs 272 forming the side members of the yoke 269.

Ears 273 are secured to the channel member 267 by welding or otherwise, and to these latter ears 273 are riveted or otherwise secured the upper ends of springs 272.

Springs 272 are formed preferably, as shown most clearly in Fig. 17, of thin leaves of spring steel, two ofwhich 272 extend the tullv length thereof. Upon each side and at each end of these two leaves 27 2 are two other shorter leaves 272 and 272', leaves 272 beine' somewhat longer than leaves- 272" and extending from the ends of leaves 272 to a point short1 of the middle thereof as in the usual leaf spring construction. The spring 2727 therefore. constitutes a small leaf spring arranged to take bending stresses in both directions from normal. These springs 272 permit the endwise motion of channel member 267 at its 'forward end with respect to the spring 110 and retain the channel member in its proper vertical position relative to spring 110 during movements of the body'relative to the rear axle as shown in Figs. 15 and 16 which will be explained latter.

yoke lengthwise. thereovcr. after which theV bolts 258 are placed in position and the spring secured upon the bracket 249. VIn this position the rearward end of the channel member 267 is elevated several inchesy above the spring pad 280 and separated from the end of the spring. The'channel `member and .spring are now brought together upon pad 280 and the bolt 266 passed therethrough and secured. The channel member is then secured to the front end of pad 280 'by means of U-bolt 274 passing over the member and through suitableV holes in spring pad 280. v

It will benoted that the assembling 'of the channel member 267 and springll() in this manner `will straighten out spring 11() and place an artificial load thereon.

The channel member 267 has other ifunctions which will be referred to later.

Fig. 19 shows a cross section through the spring and spring pad 280, showing clearly the form of spring pad 280 at this point and the method of attachingl the spring and channel member thereto. In this iigure it will be noted that the spring leaf 265 is provided with a projecting portion 275 er:- tending into a correspondingcountersink in spring pad 280. This method of attaching the spring leaf to the axle pad is similar to that described in connection with the front spring and for the same purpose, It will also be noted in connection with this figure that a special form of washer is used upon the. upper side of channel member 267. This washer 276 is provided with a projecting portion 277 extending into a corresponding depression in channel member 267. This arlil() llO rangement is made to taire care of any end thrust that there might be upon channel member 267.

As indicated above, the spring pad 280 is formed by a portion of the casting 279 which itself forms a portion of the rear axle housing. This cast-ing 279 is shown in detail in Figs. 2O and 21 and consists of the spring pad 28() integral with a tubular portion 281 into which projects the tube 290 referred to hereinafter as forming a part of the axle housing. Also integral with the tubular portion 281 is a cross arm 282, whichv arm serves to support the brake described later. The lower and forward end 283 of the cross arm serving to carry the brake band and the upper and rearward end of arm 282 furnishing means to support the brake arm and operating mechanism.

The spring pad 28() is shown most clearly in Figs. 28 and 29 and consists of a member having upstanding la'nges 28e and sidewise projecting ears 285. rl`he tlanges 284 serve as supports for the spring leaf, and the ears 285, provided with suitable holes, serve as an anchorage tor the U-bolt 2M. The purpose ot the flanges is to support the spring high enough above the base ot the pad to allow channel member Q57 to extend down over the flanges and provide against lateral movement.

In the chassis as above described there are certain features en'ibodied which should have particular emphasis.

Oi' these features an important one is the substantial rigidity oi the trame, This .rigidity is secured in thepresent construction by the use of the tubular side members and the attachment thereto in as rigid manner as possible the cross member 186 and the enginey crankcase, which latter acts as the second rigid cross member. By this construction the ramereally becomes a .substantially rectangular platform having the spring brackets at its tour corners and ot very great rigidity. Such a trame permits the use ot very light body construction as thereiis little need of bracing the latter against twisting strains due to weaving of the frame as in ordinary construction.

In the conventional automobile violent bouncing of the rear seat results 'from the body getting into synchronism with the movements of the tires. yIn order to avoid synchronism between body 'frequency and tire-axle frequency it is desirable tofgeta low body frerpuency.y In the ordinary car this is obtained by a heavy body and long flexible springs, particularly rear springs.

A. large amplitude for the rear end ottlie;

body is the result, and it the ground conditions are right, the body will get into synchronism with the ground with violent roeking at the rear seat.

.In the present invention synchronisn'i is avoided and ridaloility greatly improved by using rear springs whichV are asynchronous, that is, having no natural period of vibration. Thefront springs could well be constructed so as to. be asynchronous, but satisfactory results have been obtained by constructing the rear springs only in this manner.

The channel member 267 is in eillect a vibration damperin which the point ot support ot the rear spring on the rear axle spring pad moves nearer to the body, hence shortening the spring, as regards its ability tov vibrate, whenthe deiiection ot the body increases. Hence the natural period oit vibration of the spring is constantly changing as't'he body moves down.

In Fig. 16, the dotted lines indicate the normal position of therear spring relative tothe frame andiaxle. The full lines show an upward deflection of the axle but the spring and channel members are in the same position relativ-e to the trame and axle, as it the body khad moved downward relative te the axle. Dovvnward deflection of the bony, causes the spring pad on the rear axle to he rotated downwardly in a countercloclrwise direction as viewed in F ig. 16. It the channel member 267 were not present this rotation o'i the spring pad would be much greater tor the same body deiiection asthe position ot the spring pad wouldbe determined by the natural curve of the spring corresponding to this body deflection. The channel member operates to resist this turning ot the spring pad countercloclwise as the body Vmoves down relative to the axle. The greater ythe dei'lection, the greater the resistance offered by the channel member to the rotation oi the Spring pad, hence the greater the torce applied by the channel member tending lto stiften the spring. yIt is therefore apparent that the stiliness of the rear spring varies with the downward defi-ection oi' the body. Instead of being a normal spring in whichthe deflection varies in direct and constant proportion to the load, the ratio of deflection increment to load increment is decreasing as the load increases. riliis amounts to the same thing as making the spring shorter and consequently more stii, as the deflection ot thebody below normal increases. Therefore the spring can have no natural vibration period, because i'or every new position of the body with re lation to the rear axle therer will be a ditterent length of spring. The Ispring be-k comes shorter so to speak, when contemplating its vibrationl period, as the kbody goes down.

Another way of looking at the function of the channel member is this: As the body goes down, the spring is bent with respect to the rear axle and the spring pad Vis rotated about the axle through a certa-in angle depending on the amount of body deflection.

V'lhe angular movement of they Spring pad will cause the channel to yrotate since the channel is lixed to the springvpad. As the tree end of the channeltmeanin when the arm is tied down to the spring racketv on the frame) moves down the force which tends to rotate the axle as the body moves downward will be distributed more and more at the tree end of the channel and less at the xed end. 'Ihe eect is that the point of application of the resultant of these two forces is moving up toward the body as the deflection increases. In considering the vibration of the body and spring it is as though one shifted the center ofoscillation or" the springL toward the body as the body moves down. Y This produces what is known as an acyclic condition' in which thereis no fixed cycle ofvibration. rIhe vibrationcycle or period of the body is changing (increasing) as the body is deflected below normal. lt is Aas though one could move the axle toward the bodyas the body goes down and vice versa. As the body rises above the normal position, the spring Will strike the channel member throughout its full length, hence any tendency of the spring to go into a frequency is limmediately damped. Upon lrebound of the body dueto the reverse flexing vof the spring, the channel member also has a snubbing effect in that it presses the spring u immediately damped.

This natural period which exists through a. small amplitude is called the normalload Y period. `ln the conventional automobile the stant for varying body load.

periodicity of therear springs varies with the load, and particularly with the number of passengers in the rear But in the present invention Whatever natural period of the rear spring ymay be Vwithin a small amplitude, this period` is substantially con- As the load increases the stiffness of the spring also increases, and these variables can be so proportioned that the normal load period lWill remain constant. Vlherefore the damping action of the channel member will be just as effective with the rear seatV empty as full'.

The'normal load periodicity lon7 relative to the axle-tire periodicity, hence synchronism between the spring and unsprung portions! of the vehicle is' avoided.

Since-the `rear springs are practically asynchronous, synchronism between-the vi-V bration ofthe front and rear springs is avoided, hence te-etering or bucking of the vehicle iseliminated.

Since the rear springs are practically asynchronous,` synchronism lbetween rear springs and bumps. in the road is avoided.

' Whenever the rear springs tend to go into rvibration following striking a bump, this tendency is immediately checked, hence there can be no cumulative effects between spring vibrations and movements of the rear aXle Y due to road bumps.

Leia/iso spring to be nearly straight. This is the load from the body without carrying a use-` ful or live load, the member 267 is in a practically unstressed condition. lf the channel nieinberQGT were not used, thel spring would need to be much stiffer and heavier in order that the range of deflection would be r6.- stricted` to suitable limits. VThe channel Vmember permits the use of a much lighter and more flexible spring, since the channel member operates to stiften the spring and therefore to restrict its range of deflection. The rear spring is one which, yields readily to road shocks and is therefore an easy riding spring. The rear spring may yield readily Without being affected by the chair nel member unless the deflection exceeds a Vcertain amplitude whereupon the channel member for transferring torque from the rear axle to the frame. Any, tendency of the member 267 to rotate clockwise about the rear aigle is resisted by thefleXibl-e yoke con-` iection Withthe rear spring bracket.

rllhe channel member operates to protect the rear spring in a large measure from dirt, thereby facilitaing keeping the springs clean.

and in condition so that lubricant will be readily soaked up betiveenthe springleaves'. rl'he channel member acts also to brace the spring against side thrustssuch as resulting from skidding and actionV of l centrifugal force. Y Y Y The type'of rear spring employed inthe present invention permits the use of a rear spring much shorter than the conventional type having the same yieldability. TWith' the use of .short rear springs, it is possible to fabricate the frameV of tubular members. Such members are excellent as torsion members but not so good as some other sectionsv as channelsa-nd I beams to take bending about a horizontal axis. Sincethe rear springs are .short the rear springbrackets can be keptivell to the rear, hence the bending moments about these brackets vdue to body loads can be kept loiv enough to permit the use of tubular members economically. The diverging of the springs assists in permitting the use of tubular members since the bending moments will be less for a given spring length and Wheel base than when the springs are entirely under the side frame members or parallel therewith. `The tivistingmomeiits Will be increased but this does not subtract from the capacity ofV the tubular members to resist bending. Y

It is desirable to use a tubular rear cross member since the twisting,momenty in this member is high, the front end of one side member is raised above the other.

` @n account of the rigid attachment of the rear springs to rear axle and the rigidity of the frame, if a rear spring bracket breaks and frees the front end of spring this will not drop. down and stick in the road and push the axle fromunder the car or lift up the corner. of the car and causedamage.

Vilhilethe forms of mechanisms herein shown and described constitute a preferred form of embodiment of thepresent invention, it is to be understood that other forms might be adopted, all coming withinthe scope of the claimswhich follow.

-What we claim is as follows:

1. In sprino' suspension means for motor driven vvehicles and in combination with a tubular side frame member, a spring supporting bracket secured to said frame member and having a tubular portion into which said member extends; said bracket having upper and lower spring pads spaced apart from one another, and a vertically arranged web connecting said pads; a spring one end of which is disposed between said pads, and the otherI end of which is fastened to an axle of the vehicle; bolts adapted to clamp the first mentioned end of the spring between said pads; and 'a bolt adapted to secure the 'extremity of the spring to the lower one of said spring pads.

2. ln spring suspension means for motor driven vehicles and in combination with a tubular side frame member, a spring supporting bracket secured to said frame member and having a tubular portioninto which said member extends; said bracket having aV laterally extending supporting portion, up- ,er and lower spring pads spaced apart from one another, and a vertically arranged web connecting said pads; a spring one end of which is disposed between said pads, and the other end of which is fastened to an axle of the vehicle; bolts adapted to clamp the first mentioned end yof the spring between said pads; and a bolt adapt-ed to secure the extremity of the spring to the lower one of said spring pads.V

3. ln spring suspension means for motor driven vehicles and in combination with a tubular side frame member, spring supporting bracket secured to said frame inember and having a tubular portion into which said frame member extends; said bracket having upper and lower spring pads spaced apart from one another, and a vertically arranged web connecting said pads; a spring one end of which is disposed between said pads, and the other end of which is fastened to an axle of the vehicle; bolts adapted to clamp the first mentioned end of the spring between said pads; a bolt adapted to secure the extremity of the spring to the lower one of said spring pads; and means carriedby Vsaid bracket for supporting an element of the vehicle other than the spring aforesaici.

Ll. ,ln spring suspension means for motor driven vehicles and in combination with a side fame member, aV spring'r supporting bracket secured to said frame member ,means for f the forward end of a spring to said bracket; a spring pad carried by the rear axle of the ,vehicle and to which the rear driven vehicles and` in combination with a` side frame member, a spring supporting bracket secured to said frame member; means for fastening the forward end of aspring to. said bracket; a spring pad carried by the rear axle of the vehicle and to which the rear end of the spring is fastened; a torque arm overlying and extending along the spring, and the rear end of which is rigidly secured to said spring pad; and a flat vertically arranged spring member the lower end of which is fastened to said b hacket, and to the upper end of which the front end of said arm is fastened, to thereby permit limited movement of said front end longitudinally of the spring and to prevent angular movement of said front end.

6. in spring suspension means for motor `driven vehicles and in combination with a side frame member; a spring supporting bracket secured to said frame member; means for fastening the forward end of a spring to said bracket; a spring pad carried by the rear axle of the vehicle and to which the rear end of the spring is fastened; a torque arm U-shaped in cross section extending along the upper side of said spring, and the rear end of which is rigidly secured to said spring pad; and a vertically arranged spring yoke straddling the front end of said arm and the lower end of which is fastened to said bracket, and to the upper end of which yoke the front end of said arm is fastened, to thereby permit limited movement of said front end longitudinally of the spring and to prevent angular movement of said front end.

7. In spring suspension means for motor driven vehicles andl in combination with a side frame member, a spring supporting bracket secured to said frame member; means fory fastening the front end of a spring to said bracket; a spring padcarried by the rear axle of the vehicle and' having V'a forwardly extending portion, and towhich pad the rear end of the spring is fastened;

a torque arm U-shaped Cross section overlying and extending along the Spring, and the rear end of which veneloses the upper side of the extension of said spring pad; means vfor rigidly securing the rear endv ot'said torque arm to said spring pad; a U-shaped clip engaging the rear portion ofsaid torque arm and the forwardly extending portion of said spring pad and whereby said members are fastened together; and vertically arranged spring Amembers one upon each side of said torque arm; the/lower ends of said members being fastened to said bracket, and the upper ends thereof being fastened to the front end of said-torque arm, to thereby permit limited movementof said front end longitudinally of the spring and to prevent angular movement of said front end.

8. In spring suspension means for motor 20 driven Vehicles and in combination with a side 'trame member, a spring supporting bracket secured to said trame member7 said bracket having upper and lower spring pads spaced apart rom one another, and as Vertieally arranged web connecting said pads; a

spring' one end ot which is disposed betweenv said pads, and the other Vend of which isl fastened' to an axle of the vehicle; meansV adapted to ela'mp the first mentioned end of said spring between said pad; means adapted to secure the extremity of the spring to the lower one of said pads; and means Carried by said bracket for supporting an element of the vehicle other than the springl atoresaid.V Y Y y In testimony whereof We hereto. affix our signatures. i

CHARLESKF. KETTERING. Y CHARLES R. SHORT. v 

